Tire-fastener.



J. W. FARNOFF.

TIRE PASTENER.

APPLICATION FILED SEPT. 7, 1910,

Patented Jan. 10, 1911,

2 SHEETS-SHEET 1.

J. W. PARNOFF.

TIRE FASTENER.

APPLICATION FILED SEPT. 7, 1910. 981,182. Patend Jan.10,1911

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- `UNITED STATES PATENT oEEicEf. l'

TAY W. FARNOFF. OF BUFFALO, NEwiYoRK, ASSIGNOR OF ONE-HALF T0 WALTER REIMAN, OF BUFFALO, NEW YORK.

TIRE-FASTENER.

Specification of Letters Patent.

Paeenteii Jan. 1o, 1911.

Application filed September 7, 1910. Serial No. 580,909.

To all it may concern:

lBe it known that I, JAY W. FARNOFF,

a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Tire-Fasteners, of which the following is a specification.

This invention relates to a tire fastener and has for its object the production of simple and etlicient means which permit of more easily securing the tire on the wheel and removing the saine therefrom.

In the accompanying drawings consisting of 2 sheets: Figure 1 isa side elevation'of a Wheel rim and tire equipped with my iinproved fastener. Fig. 2 is a cross section,

on anenlarged scale, taken in line 2 2, Fig.

l, with the addition of the felly of the wheel. Fig. 3 is a longitudinal section in line 3-3, Fig. 2. Figs. 4 and 5 are fragmentary transverse sections, on an enlarged scale, in' the correspondingly numbered lines in Fig. l. Fig. 6 is a horizontal section in line 6 6, Fig. Fig. T is a fragmentary perspective View of the riiii. Figs. 8 and 9 are fragmentary perspective views of the two ends of the split locking ring.l Fig. 10 is av perspective view of the locking bolt.

Similar letters of reference indicate oori'esponding parts throughout the .several views.

A represents the felly of the wheel and B the shoe of the tire which in this instance is provided with outwardly-projecting longitudinal beads or ribs I), b1 on its,oppos1te sides.

C represents the body of the riiii which is of cylindrical forin and secured to the outer side of the felly in any suitable niannei. (in o ne longitudinal edge of the body of the rinitlie sai'iie is provided with an outwardlyprojecting annular stop flange a7 and at its opposite edge the saine is provided with an' These fasteningr flanges may be placed on' the riin with their hooks facing each other and engaging with the beads of the tire, as shown in Fig. 2, or the same may be re- A versedso that their hooks face outwardly or G represents a locking ring whereby thev outer fastening flange is heldagainst lateral outward movement, so as to retain the tire in its operative osition on the rim. This locking ring is sp 't and is constructed of spring metal, 'so that it may be sprung into the channel of the rim. The height of the locking ring is such that when its inner part engages with the channel the outer part thereof projects outwardly alongside of the outer side of the adjacent outer fastening Harige F1 and thus holds the latter in engagement with the respective tire bead and prevents detachnient-of the tire while vthe parts are in this position. The outer part of the locking ring is provided with a laterally projecting bearing flange it the inner side of which is straight and rests on the outer Wall of thechannel E while the outer side is beveled or rounded, as shown in Fig. 4. The outer side of vthe outer fastenin flange F1 is in line, or substantially so, wit the inner Wall of the channel and the locking ring does-notprojectunderneath said fastening flange as is the case in tire fasteners as heretofore constructed, thereby avoiding thenecessity of first pushing the outer fastening flange inwardly to clear the locking ring, as' has been necessary heretofore to perinit of first removing the locking ring before it Was possible to move the outer fasteninor ange laterally to free theA adjacent side of the tire. It follows from this construction that the adjacent side of the tire and the re,- spective fastening flange need not be pushed inwardly in the manner now commonly practiced for attaching or detaching th e tire, which pushing operation is not only inconvenient but also very difficult on account of the presence of the usual stay bolts .fr which fasten the base of the tire shoe to the ri and felly to avoid creeping.

The ends of the spl-it locking ring are provided with inwardly projecting loclring lugs z' which eiigaee with a pair of openings j in the bottom of@ the channel E, these lugs being preferably tapered inwardly, as shown in 14`igs. 3, 8 and 9 to facilitate the eiigao'enient of the saiiiepwith said openings. n the outer part of each end of the split locking ringthe saine is provided with a beveled face c, the beveled faces lc of both ends of ooV the split ring converging` inwardly. At the outer end of each beveled face 7c each end ot the split ring is provided with a rabbeted seat Z.

ll/l represents a locking bolt the head vm of which has a narrow inner part provided with arallel ends fri, a wide outer part provided c with parallel ends and forming overhanging y the ends ofthe split ring adjacent to its lie locking lngsii and the stein 0 engages with an opening 01 arranged in the bottom of the ahannel E between the pair oit openings' j. At its inner end the stein of the bolt passes through an opening p formed in the bottom of a bridge piece P which is arranged on the underside of the channel and provided with a cavity g which receives the lugs a'. This bridge piece is preferably secured to the channel by screws r, as shown in Fig. 3, or otherwise, and it desired the saine may be unattached to the channel. The locking bolt is held in place by a screw nut a applied-to the inner end of its stem and bearing against Vthe underside of the bridgepiece. by means" oa washer t, preferably of the spring type interposed between the nut a and the bridge piece. Turningot the boltis prevented by flattening opposite sides of its stem or shank, as shown at'u, and constructing the opening in the bridge piece of corresponding form. lfilliile the locking bolt is in place the locking ring is held in the channel whereby the tasv tening flanges and tire are confined in the proper position on thc rim.

ller releasing the tire, the nut s is tirst removed from the stem of the bolt, then the latter is withdrawn from between the ends of `the locking ring and one end of the saine ,is sprung outwardly suthciently todisengage its locking lng rlhe locking lng on the other end of the locking ring is then disengaged 'from its opening and the ring removed laterally trom from the channel.

the rim. When the split locking ring is rye.h

. moved from the rim one end thereot springs over the other und, as shown by full and dotted lines in Fig. 3. The lifting of the iii-st end of the locking ring from therim may be easily effected by inserting' a tool, such as a screw driver, intoav notch o in the outer edge of the outer wall oit the channel and underneath the bearing 'flange la, ot' the locking ring' adjacent to the resp ing opening j. lifter the locking ringr has ective loch--l been removed the adjacent oiiter fastening flange F1 may vbe readily and easily inoved laterally outward suliiciently to` clear the bead .on the adjacent side oit the tire, thereby permitting the latter to be opened for the removal and insertion ot the inner tube of the tire in a well known manner.

lt will be noted that in this tire fastener the outer fastening flange does not interfere with the removal of the locking ring,

nor is the latter liable to become stuck. on.

the rim by rusting or freezing, mitting the removal and restoration"oitl `the tire to be effected easily and j 4the same ,time insuring reliable attachment 4ot the vtire to the rim after the parts have been assembled. 'll'.his rusting or freezing of the lockingv ring in the channel of the rim is further prevented by inelining the inner wall of thischannel,V as shown at w, Figs. 2, d and 5, so. that the adjacent inner side ot the locking ring does not come in thereby percontact therewith land therefore cannot be come stuck in the channel,

, ln the ilse of this tire fastener it is un necessary yto first loosen the tire valve and stay bolts, inasmuch as these parts need not be disturbed for opening one side ot the tire topermit removal and replacingo the inner tube. Furthermore, the locking ringlis not liable to ily oil when the same has been applied iniper'tectly, or when the tire has par-v A tially flattened owing to the loss ot air.

l claim as my invention:

The icoinbination of a rim adapted to receive a tire annular channel at one of its edges, the

.bottom of said channel having a bolt opening and a pair of locking openings on op posite sides of the bolt opening, a fastening flange arranged on the periphery of the rim and engaging the adjacent side of the tire,

a 'split 'locking ring arranged in said channcl and engaging the outer side of the tas tening flange and provided at its ends inwardly-projecting locking lugs which en `gage with said locking openings. 'beveled faces adjacent to said lugs and rabbeted seats at the outer ends of said beveled faces, and a locking bolt having its stem arranged in said bolt opening and having its head provided. with a narrow innerpart which engages with the ends of said ring adjacent to the lugs thereof, a wide onteipart form ing lugs which eiigagewvith said, rabbeted seats, and aninwardly taperin central part which engages'with said beve ed faces.

i lWitn'ess my hand this 6th day oit September, "i910, y i Qlltill 1W. FARNOFF.

Witnesses: i l/Viirrnri d. Banaan, i Trino, lh. Pori.

quickly and .at

on its periphery and having an,

with 

